Chopjock: The cost of PPI's vary widely according to aircraft type and location and can quickly be affected by issues such as anomalies in the paperwork/log books or indeed anything which warrants further investigation. Ball park figures for a single turbine skid gear helicopter should range anywhere from £1,000 to £5,000 depending on the level of inspection desired. If you limit the inspection to one professional, typically a mechanic (or engineer as you call them in the UK), to perform an 'overview' of airframe, engine and dynamic components as well as a 'scan' of the logs then you should be able to wrap-up the job in a day and stay within £1,000.
That however is not the kind of service I offer. The sort of stuff I do on the planks generally runs into the tens of thousands - anywhere from $8,000 to $30,000 .. sometimes more, plus expenses, and can last a week. For this the client gets three certified mechanics (engines, airframe and avionics), a qualified pilot, plus myself. We issue a 'Certificate of Inspection' based on a thorough examination of the craft, from nose-to-tail, full testing of all the aircraft's systems both on ground and in flight. On anything but the newest aircraft the engines are borescoped. All engine, airframe and flight logs are meticulously inspected as is compliance (or non-compliance) with every AD and SB since the aircraft's date of manufacture. All manuals and their supplements are checked for validity. A full review of the aircraft's flying history, maintenance history and hangarage or storage is also conducted.
The anomalies, omissions and defects (grouped into categories) raised in almost every one of our inspections hands our customers a bargaining chip with which to negotiate the final terms of the aircraft's acquisition resulting not only in a compliant aircraft but, additionally, a lower purchase price the savings of which far exceed our healthy fees.
Regarding getting a report from the aircraft's MRO .. that is something we would not do. We would always take the craft to an independent organisation. You might be astonished how biased companies can be when it comes to commenting on aircraft under their care .. or what lengths they can sometimes go to in order to conceal shoddy work, corner-cutting or outright contravention of prescribed procedures.
Notwithstanding the above, everything needs to be viewed in perspective. A relatively inexpensive light single with which you have been personally familiar over several years may not warrant much more than the 'once over' outlined in my first paragraph. But, as you move into some of the more complex twins, verifying the aircraft's condition becomes increasingly important in terms of limiting your liability. Having said that, the article about the Canadian businessmen who bought a Hughes 500 (and which prompted this thread) revealed that his lack of a PPI resulted in a $200,000 hole being burned in his pocket!
Helinut: You are absolutely right!
Aegir: Grazie amico!